Pensacola's hopes of installing Amtrak service would be killed under President Donald Trump's budget.

The proposal would abolish Florida's three daily long-distance routes — Auto Train, Silver Meteor and Silver Star — as well as end any hope of restoring Amtrak passenger rail service to Northwest Florida.

The president released his $4.1 trillion budget for 2018 on Tuesday. The proposal calls for terminating federal dollars that support Amtrak's long-distance services. Grants to Amtrak would be slashed from about $1.4 billion to $774 million.

More than 950,000 Floridians rode Amtrak during the previous fiscal year, which ended Sept. 30. The service's Auto Train runs from Lorton, Virginia, to Sanford and the Silver Meteor and Silver Star both run from Miami to New York.

"This just doesn't make sense," said U.S. Sen. Bill Nelson, D-FL, in a news release. "Eliminating Amtrak service in Florida not only affects the nearly one million Floridians who ride the train each year, it would have a real impact on our tourism-driven economy by making it harder for folks to come visit our state."

“Eliminating Amtrak service in Florida not only affects the nearly one million Floridians who ride the train each year, it would have a real impact on our tourism-driven economy by making it harder for folks to come visit our state.”

The line previously extended from Los Angeles to Orlando but was suspended after Hurricane Katrina. Storm damage, ridership and on-time performance issues had rendered the route's southeastern stretch cost prohibitive. It now ends in New Orleans.

Nelson said the president's cuts would thwart efforts to restore the route to the Florida Panhandle. Amtrak officials said terminating funds would also burden the service's Northeast Corridor, which includes major cities in the region, connecting Washington, D.C., to Boston.

"Cutting funding in this way would force Amtrak to cut all service to 23 states and will shift major costs onto our remaining Northeast Corridor and state-support trains, imperiling them," said Kimberly Woods, an Amtrak spokeswoman.

“Cutting funding in this way would force Amtrak to cut all service to 23 states and will shift major costs onto our remaining Northeast Corridor and state-support trains, imperiling them.”

Kimberly Woods, an Amtrak spokeswoman

U.S. Rep. Matt Gaetz, recommended that Congress pass the president's budget. The Fort Walton Beach Republican said that while he supported Amtrak, funding it should not take away from defense programs or necessitate borrowing from other countries.

"If someone has a way to pay for it, I'm all in," Gaetz said. "I'm just not willing to take money from our military or China to further subsidize trains."

The Trump administration justified the cuts by pointing in the budget proposal to poor performance of the long-distance services. The proposal states the routes suffer from inadequate on-time performance and account for only 15 percent of Amtrak ridership but 38 percent of operating costs. The administration also contended that long-distance trains have annually operated at a loss of roughly half a billion dollars over the last decade.

"Amtrak's long distance trains do not serve a vital transportation purpose, and are a vestige of when train service was the only viable transcontinental transportation option," the proposal states. "Today communities are served by an expansive aviation, interstate highway, and intercity bus network."

The president's budget also included cuts to programs that serve low-income Americans, the environment and conservation. The Department of Labor would see a 19.8 percent decrease in funds to $9.7 billion. The Department of Housing and Urban Development would receive $40.7 billion, a drop of 13.2 percent. The Environmental Protection Agency's funding would fall 31.4 percent to $5.7 billion. The Department of the Interior would decrease to $11.7 billion, a decline of 10.9 percent.

Meanwhile, Trump has called on increased spending for defense. The Department of Homeland Security would increase 6.8 percent to $44.1 billion. The Department of Defense would jump 10.1 percent to $574.5 billion.

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This image is part of a set taken to highlight the Coast Starlight/Daylight (Seattle-Los Angeles). This service was one of the first to run almost the full length of the West Coast. In spring 1974, the route became known simply as the Coast Starlight, which still runs daily between Los Angeles and Seattle, offering beautiful views of the California coast and the snowcapped Cascade Range. E9A locomotive No. 418, built by the General Motors Electro-Motive Division, leads the train and wears the first Amtrak paint scheme introduced in 1972. The locomotive was originally owned by the Union Pacific Railroad but was turned over to Amtrak when it took over the nation's intercity passenger rail services in 1971. Amtrak

This 1972 ad, featuring a streamlined E8A locomotive, appeared in "Life" magazine. Amtrak initially accepted only the Rail Travel Credit Card, but by the fall of 1971, station agents could also process American Express and Master Charge. By negotiating contracts with other major credit cards, Amtrak credit sales more than doubled to $9 million in 1972. Today, Amtrak offers its own Amtrak Guest Rewards World MasterCard and Amtrak Guest Rewards Platinum MasterCard that allow customers to earn points toward Amtrak travel. E8A locomotives like the one seen here were manufactured by the General Motors Electro-Motive Division between 1949 and 1954 and had 2,250 horsepower. Amtrak

Amtrak hired acclaimed illustrator David Klein in the early 1970s to design a series of posters highlighting train travel. Klein had made his name in travel advertising through a fruitful relationship with Trans World Airlines. His work often employed bright colors, bold fonts and abstractions of local landmarks. Klein created a set of four posters using the tagline “Amtrak ... Takes You Clear Across America” to emphasize the railroad’s mandate to operate a national, intercity passenger rail system. Most of the posters, including the “Southwest” version, featured an Amtrak train led by a locomotive in the Phase I paint scheme – known for its red nose and placement of the Amtrak service mark on the side. Amtrak

The SDP40F was the first locomotive built expressly for Amtrak. Manufactured in 1973 and 1974 by the General Motors Electro-Motive Division, this six-axle diesel-electric unit sported a 3,000-horsepower engine. Since many passenger rail cars were still heated via steam, the SDP40F included two steam generators and a water tank. Within a decade, most of these locomotives were replaced with F40PH models that could operate more easily with a new and refurbished fleet of all-electric passenger cars. Amtrak

The dramatic angle of this photograph demands the viewer’s attention, as does the locomotive’s paint scheme – known officially as a “phase.” As seen here, the Amtrak Phase I paint scheme featured a striking red nose. The company’s first service mark was painted on the side of the locomotive. To complement the name “Amtrak,” a blending of the words “American” and “track,” design firm Lippincott & Margulies developed a motion-oriented service mark. Resembling an arrow, it was designed with modern graphics featuring the national colors of red, white and blue. It was used from 1971 until 2000 when the current blue travel mark came into use. Amtrak

The electric GG-1 locomotives were originally commissioned by the Pennsylvania Railroad (PRR) in the 1930s. Electric locomotives could accelerate more quickly than steam locomotives and haul longer, heavier trains. By 1934, the PRR, in partnership with General Electric, Westinghouse and Baldwin Locomotive Works, had designed and constructed the first of a total 139 GG-1s. Weighing in at 238 tons, the GG-1 had 12 motors that regularly produced 4,620 horsepower. Industrial designer Raymond Loewy gave the locomotive a streamlined aesthetic that emphasized speed and movement. The cover of this 1973 timetable features No. 931 in a patriotic paint scheme. Amtrak finally retired its GG-1 fleet as the new high-speed AEM-7 locomotives were put into service starting in 1980. The last Amtrak GG-1 ran on May 1, 1981 – 10 years to the day when Amtrak took over the nation’s intercity passenger rail system. Amtrak

This brochure promoting the Potomac Turbo includes a photo of the TurboTrain, an articulated, lightweight trainset with a gas-turbine propulsion system. Funded by the U.S. DOT as part of a 1960s program to explore high-speed rail service, the TurboTrains were designed by United Aircraft Corporation and built by Pullman-Standard. The bi-level power dome cars located at each end of the train - such as the one seen here - housed six turbines, as well as seating on both levels. From the seating area in the dome, passengers could directly view the engineer and the controls. Amtrak took over operation of the TurboTrain equipment in 1971, and it remained in use, primarily between New York and Boston, until 1976. Amtrak

In this 1972 image, a Metroliner Service train crosses the Bush River in northeastern Maryland. It uses self-propelled, high-speed electric Metroliner cars. They were manufactured by the Budd Company in the late 1960s for the Pennsylvania Railroad to use on the busy Washington-New York corridor. Under Amtrak, Metroliner Service frequencies increased to keep up with demand, and trains often reached speeds of up to 110 mph. Luxurious interiors and fast running times made the Metroliner Service a viable competitor to regional airlines. Amtrak

In another colorful design from illustrator David Klein, a Metroliner car takes center stage. In line with Amtrak branding, the company’s service mark is placed on the car’s side. Starting in the late 1970s, Amtrak refurbished and reconfigured part of the Metroliner fleet after it had run more than 1.5 million miles of service. Electrical components were moved from the underside of the floor to a new compartment on the roof. The popularity of the Metroliner cars led Amtrak to use them as the basis of design for the all-electric, single level Amfleet cars, which first entered service in 1975. Amtrak still uses Amfleet cars across the country, and especially on the busy Northeast Regional trains that run from points in Virginia north to Boston. Amtrak

The RTG Turboliner trainsets were based on the French ANF gas-turbine T 2000 RTG "Turbotrain" trainsets. Capable of reaching speeds up to 125 mph, they were initially introduced on the Chicago-St. Louis corridor in late 1973. Over the next few years, they spread to other routes originating in Chicago. A later version known as the RTL Turboliner was built by Rohr Industries and placed into service in upstate New York. They were modified to include American couplers and standard 480 volt head end power. A Turboliner advertisement from October 1973 stated, "You glide down the track so smoothly you can scarcely feel the rails ... [while] interiors feature French styling in simple sunny colors." Amtrak

By the mid-1970s, the GG-1 electric locomotives Amtrak had purchased from the Pennsylvania Railroad were nearing the end of their useful lives. Amtrak began the search for a replacement, eventually deciding on the General Electric E-60. Based on existing freight locomotives, the boxy design gave the 70-foot long unit a solid, heavy appearance. Each locomotive weighed 193.5 tons and could achieve approximately 6,000 horsepower. This 1976 brochure shows E-60 No. 968 pulling new Amfleet cars noted for their modern, comfortable interiors. Amtrak

Like the GG-1, the E-60 was also a dual cab design, meaning that it could be operated in either direction for a quick turn-around. Following the introduction of the lighter-weight AEM-7 electric locomotives, most of the remaining E-60s were used to haul long-distance trains between New York and Washington and Clocker trains between New York and Philadelphia. The last E-60s were retired in 2003; the next year, Amtrak donated one to the Railroad Museum of Pennsylvania. Amtrak

In 1976, Amtrak tested French and Swedish locomotives on the Northeast Corridor in an attempt to find a replacement for the aging GG-1s. The Swedish model, an Rc4 locomotive designed by Allmanna Svenska Elektriska Aktiebolaget (ASEA), was designated the “X995” during its testing phase. Here it wears the Amtrak Phase II paint scheme introduced in 1975. The Rc4's lightweight design won out and became the basis for the Amtrak dual cab AEM-7. Amtrak contracted with the General Motors Electro-Motive Division to manufacture the AEM-7, which was produced from 1978 to 1988 and could reach top speeds of 125 mph. Amtrak

This image from the early 1980s shows AEM-7 No. 901 (left) and E-60 No. 966 (right) at the Ivy City Yard north of Washington Union Station. Both electric locomotive types were used on the Northeast Corridor, which at that time was electrified between Washington and New Haven, Conn. (electric service north to Boston began in 2000). The E-60s were built by General Electric between 1974 and 1976 and were the first new electric locomotives ordered by Amtrak. The railroad later contracted with the General Motors Electro-Motive Division (EMD) to design and manufacture the AEM-7. Amtrak

AEM-7 No. 902 is lifted by an overhead crane while undergoing repairs at the Amtrak Wilmington (Del.) Heavy Maintenance Facility. The Wilmington Shops have a rich history that dates back to their completion by the Pennsylvania Railroad in 1904. Today they are the primary facility for the maintenance, repair and overhaul of electric locomotives used on the Northeast Corridor, including the Amtrak Cities Sprinters (ACS-64s) and the power cars used on the high-speed Acela Express. Skilled employees perform truck repair, wheel work, HVAC work, traction motor repairs and component repair and remanufacturing work. John Carten, Amtrak

AEM-7 No. 932 leads the way in this c. 1990 advertisement for the popular Metroliner Service trains in the Northeast. Amtrak called the service “The Smarter Shuttle” in reference to the frequent flights operating in the same market. By late 1981, Amtrak had substituted AEM-7 electric locomotives and Amfleet cars for the original Budd Metroliner equipment. To accommodate business travelers, Amtrak introduced non-stop Metroliner Service trains between Washington, D.C., and New York in 1987. With the launch of the high-speed Acela Express (Washington-Boston) in December 2000, Metroliner Service trains were gradually phased out by 2006. Amtrak

Since 1974, Amtrak has been involved with the publication of an annual wall calendar. The 1983 version featured this watercolor by artist Gil Reid. Against the soaring New York City skyline, the Boston-bound New England Metroliner, led by AEM-7 No. 946, passes GG-1 No. 4935 on the Hell Gate Bridge. This famous structure, completed in 1916, would serve as the inspiration for the Sydney Harbour Bridge in Sydney, Australia. Today, it carries the Northeast Corridor between Long Island and mainland New York. No. 4935 is now on display at the Railroad Museum of Pennsylvania. Gil Reid, Amtrak

In June 2016, Amtrak and rail fans said goodbye to the legendary AEM-7 electric locomotives that had long pulled passenger trains between Washington and Boston and Philadelphia and Harrisburg. AEM-7 No. 942, followed by No. 946, led a special excursion train (shown here crossing the Susquehanna River) that included a stop at the Amtrak heavy maintenance facility in Wilmington, Del. The first AEM-7s entered service in May 1980, and they collectively traveled more than 220 million miles over their careers. The AEM-7s were retired with the phased arrival of 70 new ACS-64 locomotives between 2014 and 2016. Emily Moser, Amtrak

In early 1977, Amtrak leased two high-speed trainsets designed by the Canadian team of Bombardier, Alcan and Dofasco in order to test new high-speed technologies. Known as "Light, Rapid, Comfortable" - or "LRC" for short - the trainsets each included one 16-cylinder, 3,725-horsepower diesel-electric locomotive like the one shown here. The trainsets were designed to reach speeds up to 125 mph on existing rail infrastructure; tilt technology allowed them to take curves at faster speeds. Amtrak primarily used the trainsets in revenue service on the then-non-electrified portion of the Northeast Corridor (between Boston and New Haven, Conn.) from 1980-1982. Amtrak

In the 1980s, the F40PH locomotive, a diesel-electric model built by the General Motors Electro-Motive Division, became the face of Amtrak long-distance trains. It replaced the earlier SDP40F and operated more easily with Amtrak’s new and refurbished fleet of all-electric passenger cars – the single-level Amfleet and bi-level Superliner equipment still used today. The F40PH had a maximum 3,200 horsepower and could reach a top speed of 110 mph. In this 1980s image, F40PH No. 366 leads the Broadway Limited (New York/Washington-Chicago) around famous Horseshoe Curve near Altoona, Pa. Amtrak

Amtrak ordered its initial batch of F40PH locomotives in 1975, and the first unit entered revenue service the next year. Between 1975 and 1988, Amtrak ordered more than 200 F40PHs, and they became a common sight on trains like the Crescent (New Orleans-New York) and Sunset Limited (New Orleans-Los Angeles). F40PH No. 217 shown here is probably leading the Coast Starlight (Los Angeles-Seattle) in California. The train is made up of bi-level Superliner cars, including a Sightseer Lounge car whose upstairs sitting area has large floor-to-ceiling windows. Amtrak

Indicative of the F40PH’s ubiquity across the Amtrak system in the 1980s, a stylized locomotive graces this button promoting a May 1985 trip taken by the cast of NBC's "Today Show." Bryant Gumbel, Jane Pauley and the gang took a five-day journey across the central U.S. via a special Amtrak train billed as the “Today Express.” Beginning in Houston and ending in Cincinnati, the tour covered 2,500 miles. In September 2008, Amtrak hosted ABC News' "Good Morning America," which broadcast live from an Amtrak charter train during a five-day whistle-stop tour. Amtrak

Numerous routes across the Amtrak system offer unique views of gorgeous fall foliage. The Vermonter (Washington-St. Albans), Adirondack (New York-Montreal) and Cardinal (New York-Charlottesville-Chicago) are especially popular with leaf watchers, and if you time your trip right, you might be able to enjoy the view from Amtrak’s Great Dome car. Built by the Budd Company in 1955 for the Great Northern Railway, it features upper-level seating with all-around panoramic views. In this c. 1990 illustration by Nathan Davies, a stylized F40PH pulls a train through a copper-toned fall landscape. The covered bridge in the background is reminiscent of two 19th-century examples visible from the Vermonter between the stops at Randolph and Montpelier. Amtrak

F40PH No. 338 leads the westbound California Zephyr (Chicago-Denver-Emeryville) as it exits the Moffat Tunnel that crosses the Continental Divide in north-central Colorado. Named after Colorado railroad pioneer David Moffat, the tunnel's first railroad traffic passed through in February 1928. The 6.2-mile tunnel cut the distance between Denver and the Pacific coast by 176 miles when it opened. The new Winter Park Express, a seasonal weekend service (Jan. - Mar.) operated by Amtrak between Denver Union Station and the famed Winter Park Resort, stops just beyond the Moffat Tunnel’s western portal shown here. The Winter Park Express lets customers avoid ski traffic on I-70 and U.S. 40 while enjoying a comfortable and scenic ride. Amtrak

In its 1990 annual report, Amtrak noted that two F69PH-AC locomotives, of which No. 451 is shown here, were being tested in an effort to find a new diesel-electric unit for the Amtrak long-distance fleet. The F69s were built by the General Motors Electro-Motive Division to test alternating current (AC) traction motors. They had 3,000 horsepower, could achieve a top speed of 110 mph and were noted for their angled front. Amtrak eventually decided to pursue design of the Genesis Series locomotives with direct current (DC) traction motors, which became the basis for the P-42s still used today. Gary Pancavage

Twenty Dash 8-32BWH locomotives were built for Amtrak by General Electric at its Erie, Pa., plant and entered revenue service in 1991. Based on a freight locomotive modified for passenger use, the diesel-electric Dash 8-32BWH has 3,200 horsepower and can reach a top speed of 100 mph. Many were used on national system trains until the new, more powerful GE-built Genesis Series locomotives began to enter revenue service in the mid-1990s. Due to the paint scheme, rail fans playfully nicknamed the Amtrak Dash 8-32BWH the “Pepsi can.” Gary Pancavage

By the early 1990s, Amtrak began thinking about replacing its popular F40PH locomotive. Working with General Electric, Amtrak created a unit with increased fuel efficiency and fewer polluting emissions than its predecessor. The resulting Genesis Series locomotives were the first American passenger locomotives designed from the ground up in more than four decades. Amtrak needed two models: the P-40, a 4,000 horsepower unit for general use, and the P-32, a 3,200 horsepower unit capable of operating over an electric third rail into New York Penn Station. Amtrak later purchased a 4,250-horsepower model known as the P-42. In this c.1990s image, the westbound California Zephyr (Oakland (now Emeryville)-Denver-Chicago) is led by P-42 No. 73 as it moves across the Front Range just outside of Denver. Amtrak

One of the most advanced features of the new Genesis Series locomotives was the integrated function control – on-board microcomputers that monitor braking, engine speed and other data fed to them by the locomotive. The cab of the P-42 includes an efficiently organized engineer’s desk with monitors. Locomotive engineer Jerry Meyer, shown here, operates P-42 No. 145 along the route of the Pennsylvanian (New York-Philadelphia-Pittsburgh) in May 2016. Meyer joined Amtrak in 1980, serving as a tower operator and a conductor before qualifying as a locomotive engineer in 1997. "This is the best job on the railroad and God only knows I've done a lot of them," he says. Chuck Gomez, Amtrak

The Empire Builder (Seattle/Portland-Chicago), pulled by Genesis Series locomotives, travels east through Montana on its way to the Windy City in July 1997. Throughout the year, and especially during the summer, the train is popular with outdoor enthusiasts headed for Glacier National Park, whose lakes, forests, meadows and soaring mountains attracted more than 2.37 million visitors in 2015. About half of the more than 400 national park system units are easily accessible from Amtrak-served communities. Gary Pancavage

This image shows the Southwest Chief (Chicago-Albuquerque-Los Angeles) at Wagon Mound, N.M., led by P-42 No. 135 in the current Phase V paint scheme introduced in 2001. During its 2,265-mile journey, the Southwest Chief crosses the mighty Mississippi River, the Great Plains and the vast deserts of the American Southwest, which at times present an otherworldly landscape. Wagon Mound is famous for the butte shown in the background, which was a natural monument for settlers and traders entering northeastern New Mexico via the Santa Fe Trail. The butte is recognized as a National Historic Landmark. Joe Rago, Amtrak

Engineers Ernie Alston and Sean Daughtry exit the lead locomotive of the northbound Auto Train upon its arrival in Lorton, Va. One hands down a "grip," railroad lingo for a crew member's personal effects. The Auto Train offers non-stop service between Sanford, Fla., conveniently located near the state's famous theme parks, and a suburb of the nation's capital. It is the only Amtrak service to simultaneously transport customers and their car (or van, motorcycle, SUV, small boat, jet-ski or other recreational vehicle). With locomotives and coach, sleeping, dining, lounge and auto-rack rail cars, the Auto Train is considered the longest passenger train in the world, often measuring about three-quarters of a mile. Doug Riddell, Amtrak

The eastbound Capitol Limited (Chicago-Washington), led by P-42 No. 197, passes the historic depot at Point of Rocks, Md. Noted for its tower and cupola, the picturesque Victorian-Gothic Revival structure was completed in 1873 and stands where the Baltimore & Ohio Railroad's mainline from Baltimore and its Metropolitan Branch from Washington, D.C., converged before continuing west over the Appalachian Mountains. The Capitol Limited passes through historic Harper’s Ferry, W.Va., before crossing the Potomac River into Maryland. As the train heads south to Washington Union Station, passengers catch glimpses of the Chesapeake and Ohio Canal National Historic Park. Chuck Gomez, Amtrak

Dash 8-32BWH locomotive No. 500 is shown leading the Heartland Flyer (Oklahoma City-Fort Worth) at the Fort Worth station around 2010. The Heartland Flyer was initiated in June 1999, restoring passenger rail service to Oklahoma for the first time in two decades. Using a federal grant, Amtrak and the Oklahoma DOT carried out a one-year research project during which the train was run on a biodiesel blend known as B20 (20% pure biofuel and 80% diesel). The test made national news when "Time" magazine listed it as one of “The 50 Best Inventions of 2010.” Doug Riddell, Amtrak

In 2014, Amtrak replaced the engines in two switcher locomotives – used to move cars between trains and in shop facilities in Washington, D.C. – with new energy-efficient generator sets. While traditional locomotives have a large diesel engine idling continuously when in service, “GenSet” locomotives have two or three smaller, independently controlled engines that shut down when not in use. This engine configuration helps reduce diesel fuel consumption by about 50% and produces fewer pollutant emissions. GG20B locomotive No. 599 was built by Railpower Technologies Corporation and can reach a top speed of 60 mph. David C. Warner

As Amtrak explored the development of modern high-speed rail in the early 1990s, it leased two European high-speed electric trainsets for testing and revenue service on the Northeast Corridor. Here the Swedish X2000 (right) makes test runs on the Amtrak Keystone Corridor (Philadelphia-Harrisburg) near Leaman Place prior to entering revenue service. Leaman Place is where the heritage Strasburg Rail Road connects with the Keystone Corridor – resulting in this unusual pairing. Designed and built by Asea Brown Boveri, Inc. for the Swedish State Railways, the X2000 was tested because it could travel at higher speeds than conventional trains on existing main line track. Only trained employees, such as those visible above, are allowed to walk on or near the tracks. Ingwar Afeldt, Amtrak

As Amtrak looked into contemporary high-speed rail technologies, it leased the German InterCity Express (ICE) (right) and Swedish X2000 (left), shown here sharing the platform at New York Penn Station in August 1993. Both trainsets were used in revenue service on the Northeast Corridor (NEC), and the equipment was also put on display in cities across the country. Outside of the electrified NEC, the trains were pulled by diesel locomotives familiar to passengers of Amtrak national network trains. Ingwar Afeldt, Amtrak

Fireworks light the night sky as the inaugural Acela Express pulls into Boston South Station on Nov. 16, 2000. This special VIP trip began when then-Governor Tommy G. Thompson of Wisconsin, who served as chair of the Amtrak Board of Directors, christened the train with champagne prior to departure from Washington Union Station. Once the speeches were concluded, guests boarded the train for New York and Boston. Walking the trainset’s length, they discovered four Business Class cars, each with 65 plush seats in a 2x2 arrangement; a First Class car with 44 seats in a spacious 1x2 configuration; and a Café car with counters and stools. Amtrak

The name “Acela” was created by blending the words “acceleration” and “excellence.” The 20 Acela Express trainsets were designed and manufactured by a consortium of Bombardier and Alstom. Each includes six passenger cars between two power cars at each end – such as the one shown here. The power cars have 6,169 horsepower and are capable of reaching speeds of 150 mph over current Northeast Corridor infrastructure. With tilt technology, the passenger cars maintain higher speeds through curves by leaning into them. Matt Donnelly, Amtrak

Between Baltimore and Wilmington, Del., the Northeast Corridor crosses three Maryland rivers - the Bush, Gunpowder and Susquehanna - that offer beautiful views of the state's rich maritime landscapes. Completed in 1913, the approximately half-mile long Bush River Bridge is of the Strauss bascule type and contains two tracks; it connects the communities of Edgewood and Perryman. As the train, led by power car No. 2032, crossed the waterway, passengers might have spied boaters giving them a friendly wave. Chuck Gomez, Amtrak

Crews use the track laying machine to replace ties along the Northeast Corridor (NEC) south of Elizabeth, N.J. Only trained employees are allowed to walk on or near the tracks; the crew members wear reflective clothing, hardhats and protective eyewear for their safety. To the right is a Northeast Regional train pulled by an HHP-8 electric locomotive. Based on the design of the Acela Express power car, the HHP-8 had 8,000 horsepower and could achieve a top speed of 135 mph. Fifteen HHP-8s entered service from 2000 to 2001 to supplement Amtrak’s AEM-7 fleet following electrification of the NEC between New Haven, Conn., and Boston. Due to the arrival of 70 new Amtrak Cities Sprinter (ACS-64) locomotives between 2014 and 2016, the AEM-7 and HHP-8 locomotives are now retired. Doug Riddell, Amtrak

The first of 70 new Amtrak Cities Sprinter locomotives – known as the ACS-64 – was unveiled on Feb. 6, 2014, during a ceremony held at Philadelphia 30th Street Station. Delivered to Amtrak between 2014 and 2016, the ACS-64s have ushered in a new era of improved reliability, mobility and connectivity for intercity rail customers. Built by Siemens and designed to run at speeds up to 125 mph, the dual-cab ACS-64 has a peak 8,600 horsepower. A regenerative braking system can feed up to 100% of the energy generated during braking back to the power grid. In this image, Amtrak Locomotive Engineer Rick Stolnis (right) gives an overview of the cab controls to Vice President Joe Biden (left) and U.S. DOT Secretary Anthony Foxx (center). Chuck Gomez, Amtrak

Amtrak Cities Sprinter (ACS-64) locomotive No. 611 exits the north side of Union Tunnel in Baltimore alongside a high-speed Acela Express. Union Tunnel, measuring 3,410 feet long, was completed by the Pennsylvania Railroad (PRR) in 1873. By constructing Union Tunnel to the east of Baltimore Penn Station and the Baltimore and Potomac Tunnel to the west, the PRR completed a new, direct route through the city. One out of five Amtrak passenger trains currently travels through Charm City. Walk south of the station and you’ll soon encounter the museums of the Mt. Vernon neighborhood, followed by the famous Inner Harbor. Chuck Gomez, Amtrak

In August 2016, Amtrak announced it was contracting with European vendor Alstom to produce 28 next-generation high-speed trainsets that will replace the equipment used to provide the premium Acela Express service (Washington-Boston). The contract is part of $2.45 billion that will be invested on the heavily traveled Northeast Corridor as part of a multifaceted modernization program to renew and expand Acela Express service. More than 95% of the trainset components will be manufactured domestically. The base trainset design is one of the safest high-speed trainset designs in the world and meets the latest federal safety guidelines. Amtrak expects the first trainsets to enter service in 2021. Alstom SA/Meconopsis by Trimaran

Frequent Amtrak Cascades service trains run along a 467-mile corridor stretching from Eugene, Ore., to Vancouver, B.C. Along the way, you’ll catch glimpses of Mount St. Helens, the shimmering waters of Puget Sound and Willamette Valley vineyards. The newly branded Amtrak Cascades service debuted in 1998, as shown by this promotional button featuring a F-59PHI locomotive. Primarily financed through funds made available by Washington and Oregon, the service employs sleek, European-style trainsets with a distinctive brown, white and green paint scheme meant to evoke the lush Pacific Northwest landscape. In 2016, Amtrak Cascades trains carried more than 792,000 customers. Amtrak

Most Amtrak Cascades trains use streamlined trainsets designed by Spanish firm Patentes Talgo SA. Passive tilt technology allows trains to navigate curves at higher speeds, which results in a smoother ride. Customers enjoy comfy, reclining seats; overhead lights; personal outlets; and complimentary AmtrakConnect Wi-Fi. The Bistro car is a great place to relax and talk with friends. Menus feature fresh, regional cuisine, wine, microbrews and coffees. Here the train is led by F59PH diesel locomotive No. 467. Designed by the General Motors Electro-Motive Division, it has 3,000 horsepower and can reach top speeds of 110 mph. The car adjoining locomotive No. 467 shown here has swooping “fins” that transition the eye from the locomotive to the rest of the train. Amtrak

The Amtrak Piedmont service operates between Charlotte and Raleigh under a contract with North Carolina; all equipment is newly refurbished and state-owned. Like the Amtrak Cascades trains, the Piedmont equipment wears its own distinct paint scheme. In this image, a Piedmont train, lead by F59PHI locomotive No. 1797, heads south from the state capital on its way to Charlotte. The Raleigh station, located just out of this image to the right, is adjacent to the busy Boylan Wye where lines owned by CSX, Norfolk Southern and the North Carolina Railroad meet. The city is currently building a larger intermodal station in this area. Matt Donnelly, Amtrak

Piedmont service locomotives are painted in a custom scheme that incorporates red, white, blue and gold – echoing the colors of the North Carolina flag. Each F59PHI is named for a city along the route, and the number corresponds to the city's date of incorporation. No. 1797 (right), shown here with P-42 locomotive No. 120 (left) in Raleigh, is known as the "City of Asheville.“ In 2016 the Piedmont service carried more than 152,000 customers. Through a N.C. DOT program, volunteers assist passengers onboard Piedmont trains and the Carolinian, as well as at major stations. Matt Donnelly, Amtrak

A Capitol Corridor train pulls into the Jack London Square Station, located just a few blocks from the Inner Harbor in Oakland, Calif. The square has long been at the heart of the city’s port operations, linking the industries of shipping and agriculture. Caltrans-owned F59PHI No. 2005, which has 3,000 horsepower and can reach top speeds of 110 mph, leads the train. As seen here, Capitol Corridor equipment wears a distinctive blue and yellow paint scheme. The service is primarily financed and operated in partnership with the State of California and is managed by the Capitol Corridor Joint Powers Authority. Chuck Gomez, Amtrak

From the cab of F59PHI No. 2007, the locomotive engineer has a clear view ahead as a southbound Capitol Corridor train crosses the Carquinez Strait between Benicia and Martinez, Calif. Engineers must know intimately the physical characteristics of the territory over which they operate, including the track configuration, allowed speeds, signal systems and station locations. On either side of the railroad bridge, completed in 1930 and today owned by Union Pacific Railroad, are the spans that carry I-680. Prior to construction of the railroad bridge, entire trains were broken up and loaded onto ferryboats for passage across the strait. Chuck Gomez, Amtrak

The route of the Pacific Surfliner (San Luis Obispo-San Diego) is often considered one of the most scenic in the country. North of San Diego, the tracks hug the coastline, offering stunning views of the Pacific Ocean. As seen above, the F59PHI locomotives and bi-level California cars used on the service wear an attractive silver and blue paint scheme. The Pacific Surfliner is funded by the state of California and operated by Amtrak under a contract with the LOSSAN Rail Corridor Agency. In November 2016, the partners launched two new daily trains that give customers even greater scheduling flexibility. Amtrak

To mark special events, Amtrak and its partners have introduced one-of-a kind paint schemes. As part of its 40th anniversary celebration in 2011-2012, Amtrak painted four P-42 locomotives in Heritage liveries dating back to the company’s start in 1971. Lined up at Washington Union Station, from left to right, are: No. 156 in Phase I (1972-1975); No. 66 in Phase II (1975-1979); No. 822 in Phase III (1979-1993); No. 184 in Phase IV (1993-2001); and the current Phase V used today. Limited-edition locomotive models made for the anniversary are today collector’s items. Shawn Gordon, Amtrak

P-42 No. 100 led the "Celebrate the Century Express," a specially outfitted museum train sponsored by the U.S. Postal Service. It launched in spring 1999 on an 18-month, 100+ city tour to help teach Americans about the people, trends and events that shaped the country during the 20th century. Exhibits showcased commemorative stamps, and visitors could also explore a restored Rail Post Office car. The special paint scheme seen here featured a variety of stamps and postmarks from 1900-1999. Gary Pancavage

In spring 2013, Amtrak painted P-42 locomotive No. 42 red, white and blue to honor all those who have served in the U.S. Armed Forces. It includes a specially designed “America’s Railroad Salutes Our Veterans” logo and 50 stars around the bottom. In this image, Beech Grove shop employees who worked on the locomotive pose for a group portrait. The Veterans Locomotive was unveiled during a ceremony held in Washington to announce an Amtrak goal of hiring veterans as 25% of all new employees between 2013 and 2015 – a goal Amtrak met and exceeded by 1%, bringing the total to 26% veteran hires. Chuck Gomez, Amtrak

The P-42 Veterans Locomotive was painted as part of a regularly scheduled upgrade at the Amtrak Beech Grove, Ind., maintenance facility and is used to pull trains on routes throughout the country. Amtrak purchased the Beech Grove shops in 1975 from the Penn Central Transportation Company. Approximately 500 skilled employees rebuild and overhaul the Superliner, Viewliner, Surfliner, Heritage and Horizon car fleets. P-32, P-42 and F-59 locomotives also are overhauled and rebuilt, as is other equipment for state partners and other passenger railroads. Chuck Gomez, Amtrak